Automatic train-operated railway-gate.



PATENTED AUG. 14, 1906.

' c. E. FANNING.

- AUTOMATIC TRAIN OPERATED RAILWAY GATE;

APPLICATION FILED DEC. 27. 1905.

4 SHEETSSHEET 1.

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WL 0165565 I rusgg'kms PETERS 20., WASHINGTON, n. c.

PATENTEDYAUG, 14, 1906.

' 0. E. PANNAING. AUTOMATIC TRAIN OPERATED RAILWAY GATE.

APPLIUATIQN FILED DEC. 27. 1905.

4 SHEETS-SHEET z.

PATENTE'D AUG. 14, 1906.

G. E. FANNINGJ AUTOMATIC TRAIN OPERATED RAILWAY GATE.

APPLICATION IILED.DEG. 27'. 1905.

4 SHEETS-SHEET 3.

PATENTED AUG. 14, 190.6.

0. B. FANNING. AUTOMATIC TRAIN- OPERATED RAILWAY GATE.

APPLICATION FILED DEC. 27. 1906.

4 SHBETS-SH EET 4.

THE NDRRIS PETERS 00., WASHINGTON, n. c.

UNITED STATES PATENT OFFICE.

CHARLES EDWARD FANNING, OF DAVENPORT, IOWA, ASSIGNOR OF HALF TO H. O.FIRST, OF MOLINE, ILLINOIS.

AUTOMATIC TRAIN-OPERATED RAILWAY-GATE.

Specification of Letters Patent.

Patented Aug. 14, 1906.

LppLcatiur. Slot December 27,1905. Serial No. 293.503.

' clear, and exact description of the invention,

such as will enable others skilled in the art to which it appertains tomake and use the same.

The object of this invention is to provide practicable and effectivemechanism for automatically operating railway-gates by the passing trainwherein the actuating machinery connected with the gates is notpositively connected with the parts which are immediately actuated bythe train, thus avoiding all effect of impact, sudden strains, or shocksupon the gates, the gate-operating mechanism, and theirconnecting-cables.

Without limitation to the specific embodiment illustrated, which issusceptible of modification in details of construction and arrangementof parts, the invention will be fully described by reference to theaccompanying drawings, which constitute a part of this specification,and will then be more particu larly defined and pointed out in theappended claims.

In said drawings, Figure 1 isa diagrammatic plan view of the railway andgradecrossing equipped with railway-gates and automatic gate-operatingapparatus embodying my invention. In this diagrammatic figure therailway-gates O O and also the gate-actuating mechanisms F F, which inreality stand upright or vertical, are represented as if turned over tohorizontal positions, thus ap- 'pearing in side elevation, which is forthe purpose of clearer illustration. Fig. 2 is an enlarged perspectiveview of the gates and gate mechanism. Fig. 3 is an enlarged perspectiveview of one of the gate-actuating mechanisms, it being understood thatthere are two of such mechanisms, one at each side of the grade-crossingand at a suitable dis tance therefrom. Fig. 41's an end elevation of oneof the gate-actuating mechanisms. Fig. 5 is a top plan view thereof.Fig. 6 is a vertical section of the same, taken on line VI VI of Fig. 5,with parts in front elevation.

A particular description of the illustrated apparatus is as follows:' i

The railway A is crossed by the road or street B. In'this illustrationthe crossing is protected by two gates O O at opposite sides of thetrack. These are suitably connected to operate in unison or to fall andrise together. For this purpose the gate mechanism is shown comprisingan underground cross rod or axle D, having rigid pulleys or sprockets Dat its opposite ends, which are connected by endless bands, cables, or

sprocket-chains D with pulleys or sprockets,

D fast with the pivots or axles of the gates themselves. By turning thecross-rod the gates close and open or fall and rise together,

so that operation directly upon one gate will transmit a correspondingmotion to the opposite gate.

At each side of the track angularly-related rocker-arms E and E are Saidgate-actuating mechaning the crossing actuates the first mechanism toclose or lower the gates and when leaving the crossing actuates thesecond mechanism to open or raise the gates to their normal position.These two mechanisms F and F are respectively connected with the gatemechanism by cables G and G, which term includes ropes, chains, wires,or other appropriate flexible connections. By means of said cables G andG extending from both gate-actuating mechanisms along both sides of thetrack the gate-actuatin mechanisms are also connected with eac other. Asshown, the cables G G at one side of the track (here the left-hand side)pass under guide-pulleys Gr directly to the rocker-arms E E,respectively, to which said cables are attached, whereas the cables G Gat the opposite side of the track (here the right-hand connected to therocker-arms in a reverse manner with respect to the connections of thecables and rocker-arms at the opposite side. This arrangement allowslongitudinal movement of the cables at one side of the track in adirection opposite to the longitu dinal movement of the cables at theother side for a purpose hereinafter appearing.

Both mechanisms F and F being similar, a description of one willsuffice. Attention is directed for the moment to the mechanism F,referring particularly to Figs. 3, 4, 5, and 6. This mechanism,supported in a relatively long and narrow frame H, is arranged beneaththe track and transversely of the same. At the opposite upper ends ofthe frame H are fulcrumed or pivoted two levers I and I. These aredisposed approximately horizontal and are adapted to rock or oscillatevertically. Their inner ends overlap side by side and are shown havingL-shaped parts Whose innermost arms J are in alinement, consideredlongitudinally of the track. Said levers I and I rest, respectively,'upon the upper shorter arms of two intermediately-fulcrumed levers K andK. These lower levers K K, fulcrumed at the upper part of the frame H,are in this instance shown with their longer arms crossing. They arearranged approximately vertically and are adapted to swing or oscillatetransversely of the track.

Above the alined parts J of levers I and I there is an upright cam L orrocker-arm or tilting member projecting above the track and serving as atrip for engagement by a part carried by the passing locomotive, and inthis connection it may be stated that in conjunction with this inventionthe locomotives of the line are to be equipped with some appropriateactuatorsuch as a roller, cam, or projectionpreferably depending fromthe bottom of the locomotive for striking orengaging the cam orrocker-arm L. Said cam or rocker-arm L is the medial member of atriarmed or T-shaped lever L, medially fulcrumed and arrangedlongitudinally of the track with its horizontal leverarms either restingupon or adapted to bear upon the said alined parts J. As the cam ormedial rocker-arm L is rocked one way or the other, according to thedirection of travel of the train and according to which side of said camis struck by the locomotives actuator, said horizontal lever L will beardown upon and depress either one or the other parts J, thus depressingeither lever I or lever I, as the case may be, and this movement swingsup the lever K or the lever K accordingly, thereby actuating other partsnow to be described.

At the bottom of the frame H, beneath the cam L and its associatedparts, there is a stationary block M. Inclined rods N connect this blockwith the opposite upper ends of the frame. Said rods N constitute slidesor guideways for heavy weights, two at each side of the central block Mand designated, respectively, O P and O P. The lower weights O and O arefree and disconnected, while the upper weights P and P are respectivelyconnected with the cables G at the opposite sides of the track, theweight P at the right being connected with the cable run ning to theright-hand gate O and the weight P at the left being connected with thecable running to the left-hand gate C. It may be noted in passing thatthe Weight P practically balances the weight P at the opposite side ofthe apparatus, since these two weights are connected to the oppositeends of the same flexible connectionnamely, to the ends of the cables GG, which work oppositely and are connected together by the gatemechanism D, E, and E, as before explained. Therefore weights P and Pshould be substantially equal. WVeights O and O should also besubstantially equal. In normal position of the apparatusthat is,when

the railway-gates are open or raisedthe upper weight P at the right-handside of the central block M is up, while the three remaining weights P,O, and O are down. Each lower weight O or O is adapted when lifted upand released to engage and drag down by gravity its associated upperweight P or P; but there is no engagement or connection between the twoweights O P or O P when either pair is down. For this purpose one ofeach pair of weights, in this case the two upper weights P P, areequipped with hooks Q, which are adapted to engage lateral pins orprojections Q on the other weights (here the lower ones O and O)whenever one of the lower weights is lifted up to a previously-raisedupper weight; but whenever both Weights of one pair O P or O P are downthere is no connection between them, which is accomplished in thisinstance by having the hooks Q ride up on the block M out of engagementwith the pins Q, thus unhooking themselves. Hence should an upper weightbe down, as seen at the left of Figs. 3 and 6, it is free to rise whenpulled up by its cable without dragging up its lower weight, the purposeof all of which will appear later. The lower Weights O and O are adaptedto be lifted by the levers K and K, respectively, which levers are shownhaving their lower ends extending under said weights.

So much for the nearmost mechanism F. The farmost mechanism F, at theopposite side of the road-crossing, is of similar construction, but setoppositely or in a reversed position with respect to the mechanism F.For example, in the normal position of the apparatus, where the raisedupper weight P is at the right-hand side in the mechanism F, thecorresponding raised weight P is at the left-hand side of the mechanismF, and

whereas in the mechanism F weights P P are connected by their cableswith the gates C C, respectively, in the mechanism F the weights P P areconnected with the gates C C, respectively.

In the normal position of the apparatus the parts of the mechanismmaintain the relative positions shown in the diagrammatic Fig. 1. Thegates C C are open or raised to permit free travel of wagons or teamsacross the track. The weights P of each gate-actuating mechanism areraised, while the other weights 0, O, and P are down. By virtue of thecable connections the mechanisms F and F balance each other, and in eachmechanism the weight P balances the weight P. It is desirable, also,that the gates themselves should be balanced on their pivots to avoidthe effect of the weight of the. gates and cause them to fall and riseeasily under the action of the gate-actuating mechanisms. The operationis as follows: Assuming that a train is approaching the crossing towardthe nearmost mechanism F or in the direction of the arrows in thedrawings, the locomotive,

ing the weight 0. Said weight 0 being thus forcibly lifted up againstthe weight P is caught by the hooks Q. The weight 0 now being added tothe weight P pulls down the latter weight by gravity, and thereby closesor lowers the gates. Simultaneously the corresponding weight P of thefarmost mech-' anism F is let down by the slackening or paying in of itscable, while both weights P in both mechanisms are dragged up by theshortening of their cables. Thus the effective work is performed by theweight 0 in the mechanism F. The gates are now closed or shut down.After the train passes the crossing, approaching the farmost mechanismF, the locomotives actuator strikes the cam or rocker-arm L of saidmechanism F in the same direction, thus depressing lever I, therebyswinging up lever K and lifting the weight 0 up to the weight P, whichweight P has already been raised by the operation of the mechanism F. Insaid mechanism F weight 0 being added to the weight P drags down thelatter, thereby opening or raising the gates, leaving the roadway clearand unobstructed over the track, as before. Simultaneously thecorresponding weight P of mechanism F is lowered, while the weights P ofboth mechanisms F and F are returned to their normal elevated positions.The position of the whole apparatus after the train has passed thecrossing is the same as before. Now suppose the train approaches thecrossing from the opposite direction. In this case the locomotive passesfirst over the thereby depressing lever I, swinging up lever K, liftingweight 0, and dragging down weight P, and thereby closing the gates inthe same manner as when the train closes the gates by passing over themechanism F. Simultaneously the weights in both mechanisms adjustthemselves in the same manner as before described, so that when thetrain leaves the crossing by passing over mechanism F it actuates saidlatter mechanism to open the gates, leaving the whole apparatus in thesame normal position as before described.

It will be observed that each mechanism F and F comprises two sets ofpartsfirst, the machinery which is immediately actuated by the passingtrain, and, second, the machinery which is connected by the cables withthe gate mechanism. These two sets of machinery are distinct anddisconnected, so that the impact or blow of the train has no effect uponthe gates, the gate mechanism, the cables, nor the machinery directlycon nected with the gate mechanism. The only effect of the impact of thetrain or the actuator carried by the locomotive is to throw up one blockor weight, which attaches itself to the suspended block or weight,thereby overbalanclng the weight of the gates and operating the same.All mechanism connected with the gates is thus entirely disconnectedfrom the mechanism which receives the impact of the locomotivesactuator, so that the operation of this apparatus is smooth and easy atall times and there is no liability of transmitting shocks, jars, andsudden strains to the mechanism connected with the gates, all of whichis a most important point of the invention. The apparatus can be soadjusted as to make its operation relatively fast or slow, as desired,by adding to or taking from the weight of the working blocks.

In the appended claims, except when otherwise distinctly recited, theterm gate mechanism shall be construed to designate a mechanismcomprising or including a gate or gates having means for closingandopening a railway-crossing, the term extreme position thereof shall meaneither open or closed posi tion of the gates, the term gate actuatingmechanism shall be construed to designate a mechanism adapted to beactuated by the train for operating the gates, and the term cable shallbe construed, either in the singular or plural, to designate appropriatemotion-transmitting connections between said gate actuating mechanismand said gate mechanism.

Having thus fully described my invention, what I claim as new, anddesire to secure by Letters Patent of the United States, is"

1. In an automatic train-operated railwaygate, the combination of a gatemechanism and a gate-actuating mechanism located at a distancetherefrom, the latter comprising an instrumentality connected by cablewith said gate mechanism, and an independent disconnectedinstrumentality adapted to be actuated by the passing train, with meanswhereby the second-named instrumentality, after completion of motionunder impact of the train, actuates said first-named instrumentality topull the cable and thereby operate the gate mechanism.

2. In an automatic train-operated railwaygate, the combination of a gatemechanism and a gate-actuating mechanism located at a distancetherefrom, the latter comprising an instrumentality connected by cablewith said gate mechanism adapted when actuated to pull said cable, andan instrumentality adapted to be actuated by the passing train andincluding a weight which is raised thereby and then descends by gravity,with means for utilizing the force of the descending weight in actuatingsaid first-named instrumentality.

3. In an automatic train-operated railwaygate, the combination of a gatemechanism, a gate-actuating mechanism located at a distance therefrom,and a connecting-cable, said gate actuating mechanism comprising aweight suspended by said cable, a disconnected weight, and aninstrumentality adapted to be actuated by the passing train for liftingthe second Weight which then descends by gravity, with means forconnecting the two weights during such descent, thereby dragging downthe first weight.

4. In an automatic train-operated railwaygate, the combination of a gatemechanism, distantly-located gate-actuating mechanisms at opposite sidesthereof, each adapted to be actuated by the passing train, and cablesconnecting said gate mechanism with the respective gate-actuatingmechanisms, the cables being thus in connection with each other, weightssuspended at the opposite ends of these connected cables and in balancedrelation, one weight being raised and the other lowered in eitherextreme position of the gate mechanism, lower disconnected weightsassociated with said .suspended upper weights and each adapted to beraised by the respective gate-actuating mechanism as the train passesthereover, with means for connecting each lower weight when raised withits associated upper weight to cause the gravitation or fall of bothweights, whereby the gate mechanism is operated in opposite directionsas the train passes successively over the two gate-actuating mechanisms.

5. In an automatic train-operated railwaygate, the combination of a gatemechanism, distantly-located gate-actuating mechanisms at opposite sidesthereof, each adapted to be actuated by the passing train, and cablesconpasses thereover, with means for connecting each lower weight whenraised with its associated up )er weight to cause the gravitation orfall 0 both weights, whereby the gate mechanism is operated in oppositedirections as the train passes successively over the two gate-actuatingmechanisms and, in addition to the foregoing, each gate-actuatingmechanism comprising a duplicate set of weights and associatedinstrumentalities reversely arranged. and reversely connected by cablesto the gate mechanism, considered with respect to the first-named setsof weights and instrumentalities, whereby the gate mechanism is alsooperated in a reverse manner in opposite directions as the train passesover the gateactuating mechanisms going in an opposite direction to thatfirst considered.

6. In an automatic train-operated railwaygate, the combination of a gatemechanism, and a gate-actuating mechanism located at a distancetherefrom, the same comprising a pair of suspended weights connected byca bles with the gate mechanism and in balanced relation, one weightbeing raised and v the other lowered in either extreme position of thegate mechanism, a pair of disconnected weights lower and associated withthe respective upper weights, a machinery or instrumentality adapted tobe actuated by the passing train and adapted to lift one lower weightwhen the train travels one way and the other lower weight when the trainpasses the opposite way, and means whereby each lower weight when raisedconnects with its associated upper suspended weight to lower the latterby gravity, whereby the gate mechanism is operated to close the gate asthe train travels toward the same over the gateactuating mechanism andoperated to open the gate as the train travels away from the same overthe same mechanism.

7. In an automatic train-operated railwaygate, the combination of a gatemechanism, and a gate-actuating mechanism located at a distancetherefrom, the same comprising a pair of suspended weights connected bycables with the gate mechanism and in balanced relation, one weightbeing raised and the other lowered in either extreme position of thegate mechanism, a pair of disconnected weights lower and associated withthe respective upper weights, a machinery or instrumentality adapted tobe actuated in opposite directions by the passing train, according tothe direction of travel of the train, means for lifting one or the otherof the lower weights according to the direction of travel and consequentmovement of the said machinery or instrumentality, and means wherebyeach lower weight when lifted connects with its associated uppersuspended weight and drags down the latter by gravity.

8. In an automatic train-operated railwaygate, the combination of a gatemechanism, and a gate-actuating mechanism, the latter comprising aninstrumentality adapted to be actuated by the passing train, a weightadapted to be lifted thereby, a higher weight suspended from a cableconnected with the gate mechanism, and raised during one extremeposition of the gate mechanism, and means for connecting said wei htswhen the lower one is lifted, whereby t he suspended weight is caused todescend with the lower one, thereby operating the gate mechanism to itsother extreme position.

9. In an'automatic train-operated railway gate, the combination of agate mechanism, and a gate-actuating mechanism, the latter comprising aninstrumentality adapted to be actuated by the passing train, a weightadapted to be lifted thereby, a higher weight suspended from a cableconnected with the gate mechanism, and raised during one extremeposition of the gate mechanism, and hooks or catches on one weight whichengage pins or the like on the other when the lower weight is lifted upto the upper one and which disengage or unhook when both weights aredown.

10. In an automatic train-operated railway-gate, agate-actuatingmechanism comprising a lever adapted to be moved by the passing train,an inclined guideway, weights slidable thereon, the upper weight beingsuspended in raised position from a cable connected with the gate in oneextreme position thereof, the lower weight adapted to be raised by saidlever, and means whereby said weights connect when the lower one israised, causing the descent of both by gravity and thus operating thegate.

11. In an automatic train-operated railway-gate, the combination of agate mechanism, and a gate-actuating mechanism, the

latter comprising two levers, one of which is l thereby in one extremeposition of the gate mechanism and the other lowered and vice versa forthe other extreme position of the gate mechanism, the two leversrespectively coacting with the two lower weights to raise them, andmeans whereby each associated pair of weights connect when both areraised, causing descent by gravity, and disconnected when both arelowered, allowing free ascent of the upper weight.

12. In an automatic train-operated railway-gate, the combination of agate mechanism, and a gate-actuating mechanism, the latter comprisingtwo levers arranged trans versely of the track and working verticallyside by side, a medially-fulcrumed rocker arranged longitudinally of thetrack above said levers and having its arms adapted to bear upon therespective levers and having a medial upright arm adapted to be engagedby the passing train, whereby one lever or the other is actuatedaccording to the direction of travel, two subjacent levers respectivelyactuated by the first-named levers, oppositely-inclined guideways belowthe firstnamed levers, a pair of weights slidable on each guideway, theupper weight being connected by cables to the gate mechanism and inbalanced relation, one weight being suspended thereby and the otherlowered for one extreme position of the gate mechanism and vice versafor the other extreme position, the lower weights being disconnected andrespectively cooperative with the second-named levers and liftablethereby up the inclined guideways, and means whereby each lower weightconnects with its associated upper weight when lifted and disconnectswhen both weights are down.

In testimony whereof I afiix my signature in presence of two witnesses.1

CHARLES EDWARD FANNING.

Witnesses ALBERT HUBER, WALDO BECKER.

